You'll have a bottle for each vent? That would be 5 for me.
CK5
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'89 R3500 Crew Cab 2wd to 4wd conversion & beyond
- Thread starter mrk5
- Start date
Started out with 2wd TBI350 with SM465 to current 4wd with 454, 700r4, NP241
You don’t have to, I just think the cases should have their own.
If you really want to get fancy, on a lot of off road driven semis I have seen use a generic parts store filter head and oil filter mounted to the frame rail between the tandem rear diffs and then -4 low pressure hyd hoses from each diff ran up to it for a breather.
Did some Googling an for $25, I might just get one of these and run a line up from the Magnum and another from the NP205 and tie both into it.
Run the magnum by itself if anything. My 2 cents.
Buy 5 and do everything so you be blingin!
454Sub
5/8 ton status
The thing about linking them all together is the fluid won't run back into the one it left. So one will get overfull while the rest lose fluid.
I know. You guys are speaking truth and crushing my dreams. I was thinking more about them venting air rather than fluid.
On a positive note, I made a new faceplate for the controller mount. Now the switches fit properly and it's a sturdier aluminum.
454Sub
5/8 ton status
I ran my vent for my transmission into my dipstick with a 90* threaded fitting. The locking dipstick vents it anyways and if it ever overheats it pukes back into itself.
Then I plan on running the 203-205 vents up to the firewall and putting the filters on them and marking them so I know which one leaked. But since I have had it together with no vents they haven't puked anything and I drove it 15 miles down the railroad tracks in low range.
Then I plan on running the 203-205 vents up to the firewall and putting the filters on them and marking them so I know which one leaked. But since I have had it together with no vents they haven't puked anything and I drove it 15 miles down the railroad tracks in low range.
bp71k5
3/4 ton status
On a positive note, I made a new faceplate for the controller mount. Now the switches fit properly and it's a sturdier aluminum.
Them is some skills...
Yes, We have a MultiCam CNC we bought back in '01. We don't use for the business as much as we used to anymore but it still gets the job done.
Interesting idea for the transmission, I might try that one. Don't plan on any deep water crossings but I would like to have the vents up a little distance at any rate.
I may just go with my original plan on running the vents up onto the firewall but split the NP205 out from the Magnum. Then keep an eye on them to see if any fluid comes out.
bp71k5
3/4 ton status
If you run multiple lines to a catch can, it should be ok. I rigged up a vent line that dumps extra fluid back into the fill hole of the 205. The magnum seems to be well behaved so far in its table manners. (ie, no burping).
I do have help from a CNC router. I lay it out, cut it on the CNC, and then bend it up on the brake.
Awesome work man! That dash is looking sick!
I'll chime in here. With how low the floor is on the S-10, the Magnum Box is stuffed right up on it (had to clearance for the shifter with a BFH). I had a ton of issues with the Magnum Box puking oil out (even when I ran separate lines). I talked with Chris H and he just said to let it find the level it wanted to be at and leave it there (which would have only been about a half a quart). I do a lot of highway miles and I didn't like that answer, so I made a little extra reservoir that hangs off the side that holds a bit of extra fluid and acts as a fluid separator allowing the fluid to go back into the magnum box and lower the vent down to a level that I can actually keep at a constant upward angle to prevent pooling.
The vent from the Magnum box goes into the top of the tank, the drain from the tank is connected to the drain from the Magnum Box so the fluid can go back in. I also added a fill plug at the side so I can get the level right and there is a vent on the top of the tank that goes up the firewall.
I made a similar tank for the 205, but it's just a fluid separator and doesn't actually have fluid in it all the time. I just had no way of keeping the 205 vent at a constant up angle and with the VSS tone ring in the rear output housing it really throws a lot of fluid into the vent line.
The vent from the Magnum box goes into the top of the tank, the drain from the tank is connected to the drain from the Magnum Box so the fluid can go back in. I also added a fill plug at the side so I can get the level right and there is a vent on the top of the tank that goes up the firewall.
I made a similar tank for the 205, but it's just a fluid separator and doesn't actually have fluid in it all the time. I just had no way of keeping the 205 vent at a constant up angle and with the VSS tone ring in the rear output housing it really throws a lot of fluid into the vent line.
I fought that issue for a while on the Blazer and Stephen helped me figure out what was going on. Your transfer case crossmember is most likely too restrictive and isn't letting the cases move with the engine when your frame flexes. Once I redesigned my crossmember on the blazer I never had that issues again.
When I designed the crossmember for the S-10 I also made sure to make the mount so it could move enough by keeping the bushings very close together.
This^ But there is also a few other things to consider during fitting. The bore and the boss fit of the adapter. If the fit is not a good slip fit it makes the parts rely too much on the bolts or studs. I would mic each part and make sure you are in spec (which you won't find). I still have my original adapter I machined here and can measure for you. You're adapter could be off, or your case.
Thanks @r3dd0g that's a lot of good info. I was thinking the fluid thing could be an issue since I too will be doing a lot of highway miles with it.
@Tnsejed I'm just going to close my eyes and pretend it won't be a problem with the 4l80e like it was with the 700r4.
I will keep what @r3dd0g in mind when I fab the crossmember for the new setup. I did talk to @1977k5 about it before and he mentioned being careful not to lock things down too much and allow some movement.
After running into floor clearance issues with my buddy's Doubler install in his K5, I'm very curious what kind of floor clearance I'm going to have. The pickup floors are quite a bit different than K5's.
@Tnsejed I'm just going to close my eyes and pretend it won't be a problem with the 4l80e like it was with the 700r4.
I will keep what @r3dd0g in mind when I fab the crossmember for the new setup. I did talk to @1977k5 about it before and he mentioned being careful not to lock things down too much and allow some movement.
After running into floor clearance issues with my buddy's Doubler install in his K5, I'm very curious what kind of floor clearance I'm going to have. The pickup floors are quite a bit different than K5's.
